Automatic train control



3 Sheets-Sheet 1 J. BRQOKINS AUTOMATIC TRAIN CONTROL Filed llay 22. 1922Nov. 19 1925.

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Nov.fl0, 1925'- .561.051

A. J. BROOKINS Au'roun'c TRAIN conflict.

Filed luv 22, 1922 3 Sheets-Sheet 2 Nov. 10, 1925., 1,561,051

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Patented Nov. 10, 1925.

UNHTE stares ANDREW (1' BROOKINS, OF CHICAGO, ILLINOIS.

AUTOMATIC TRAIN CONTROL.

Application filed. May 22, 19.22.

To all will out it may concern:

Be it known that I, ANDREW J. BROOKINS, a citizen of the United States,and a resident of Chicago, in the county of Cook and State of Illinois,have invented certain new and useful Improvements in. Automatic TrainControl, of which the following is a specification, reference being hadto the drawings accompanying and forming a part hereof.

This invention relates to train control apparatus which is actuatedintermittently by mechanical and electrical contact with track sideinstallations positioned at definite points along the trackway; theindications of. said actuation being retained between adjacent trackside installations, and being made at each of said installations,whether said making repeats the last previous inclication or changes thesame.

Among the objects of this invention are, to obtain a car carriedinstallation comprising the hereinafter described apparatus, signals andelectrical conductors,by means of which all the essential indicationsrequired are obtained upon the co-action therewith of track sideinstallations whereof a ramp consisting of an ascending and a descend-"ing se-ation is an element; said descending section being insulated andarranged to remain de-ei'iergized or to be energized by an electricalcurrent flowing therethrough in a selectively determined direction tocorre spond with the condition. of pie-determined sections of the trackway, on the contact therewith of a c0-acting member of said car carriedinstallation; to obtain a car carried appartus which can easily be madeinoper ative when the engine or motor which is equipped therewith is tobe used for yard work, or for pushing on road work, to obtain means todirect air from the train pipe to register a plurality of audiblesignals; and to obtain a car carried apparatus whereof the memberthereof which is adapted to co-act with a descending section of a rampwill be forced into close contact therewith, particularly at the time ofits initial contact; and to obtain an apparatus of the kind describedwhich is simple in construction, effective in operation, not liable tobe broken or not out of order, and easily understood.

in the drawings referred to Fig. 1 is a diagram of track and t *ack sideinstallations adapted to co-act with car carried appas ratus embodyingthis invention,

Serial No. 562,594.

'bodying the invention.

Fig. 4. is an enlarged vertical section of the mechanical. lockingmember and associated parts forming elements of the constructionillustrated and hereinafter described.

Fig. is a top plan view of the lower part of the shell of the apparatus,showing the operable parts thereof.

Fig. 6 is a vertical section of the housing, showing in elevation a shoeand a vertically movable plunger and the associated parts, of anapparatus embodying features of the invention; said plunger illustratedin clear position.

Fig. 7 is a horizontal section, on line 7-7 of Fig. 6, viewed asindicated by arrows; showing operable parts in top plan view.

F ig. 8 is a vertical section of the shell of the apparatus, and of theplunger and asso ciated parts, viewed at an angle of ninety degrees fromthe view thereof illustrated in Fig. 6.

Fig. 9 is a vertical section of the plunger chamber, showing a portionof the plunger in elevation,-in caution position.

Fig. 10 is a similar view of the several members illustrated in Fig. 9,with said plunger in danger position.

A reference character applied to designate a given part indicates saidpart throughout the several figures of the drawings wherever the sameappears.

In Fig. l a plurality of blocks of railway track are diagramed, saidblocks being numbered 1, 2, 3 and 4c, and each block is provided withsimilar installations, the characters designating a member or elementbeing provided with an index letter or numeral indicating the block inwhich it is situated.

A A A A, and B B B B represent rails in blocks 1, 2, 3, and 4,respectively. C, C, C, represent insulating material separating therails of one block from those of an adjacent block. X X X representbatteries in blocks 1, 2, 3, respectively: Y Y Y if, represent track-;side r y and A 13% a d Mt respw tively represent conductors from railsA, B, to electromagnets of the Y seriesand batteries of the X series: inthe several blocks. The track side installations in said Fig- 1,comprise the ramp rails D ,--D D of blocks 1, 2, 3, each of said rampsconsisting of an ascending section (d), and a descending section (6Z1).Said track side installations also include batteries Z Z Zfi movableconductors E2: F2) f i F3, 7 E47 6471M 7:

the conductors G 9 9 G 9 H k in, in, h; contact points 1 7: 1 I i, J j KK2 J j K k J, f, K*, M, and conductors L Z L Z L Z It is-to beunderstood that the movable conductors F F F, F*, f", are'armatures torelays, 3 3/, and 31*, and are controlled thereby, forming pole changersof the track side installations of which they are, respectively,elements; and further, that none of the installations or constructionsillustrated in Fig. 1, (other than the ramps. of the D series), formelements of this invention, said elements being diagrammed anddescr'ibcdt'o illustrate the manner in which the track and track sideinstallations co-act with the apparatus-embodying the invention. 1

Omitt-ing recital of the index numeral which designates the block inwhich they are positioned, the L conductors electrically connect adescending section (d1) of a ramp of a given block and contact points(J, k), of the adjacent block; and the Z conductors electrically connecta rail (A) with contact points j, K, of the adjacent block. The G, 1,conductors electrically connect a battery (Z) to a movable conductor (0,11],) of a given block, and the H, h, conductors electrically connect acontact point (I, z), to a movable conductor, (F, f), of'a given block;

M represents a conductor extending from battery Z tothe coil of relay 3and m a conductor from conductor H to said coil of relay W; .Mrepresents a conductor extendingfroin battery Z to the coil of relay andm a conductor from conduct-0r H to said coil of relay y c A lV",respectively represent a car or engine on blocks 1 and 4.

In Fig. 2 a. completed electric circuit isdiagrammed and lettered tocorrespond with Fig. 1, so far as the track side installation isshown,but witl'iout the index num'erals indicating blocks; and lettered tocorrespond with the cab carried elements as hereinafter described.

, From the foregoing descriptions of Figs. 1. and 2 it is evident thatif the movable conductors E 0 and pole changers F f", are in theposition indicated in block 2, Fig. 1, a partial electric circuit isformed, which, when completed by the shoe (N) of the car carriedapparatus, hereinafter described, coming inco-ntact with ramp D, (asindicated in Fig. 2) is energized by battery Z direction; and if saidpole changers F f-,

are in. the positionv of pole changers F, f", as 7 indicated in Fig. 1,(in block 3), upon the v completion of the circuit in the mannerdescribed, said current will flow in the opposite direction Referring toFigs. 2 and 6, N represents a shoe carried'by the car carried apparatus,S an electromagnen'a a conductor from shoe N to electromagnet S, O a caror truck wheel, and n a conductor from electromagnet S to said wheel 0';

Shoe N is illustrated in Fig. 6 as pivotally mounted on the housing (P)of the apparatus, by means of levers or links h, N Housing P is attachedto the truck of a locomotive tender, or cab. f) (Fig 8) represents theupper part, or cover, of housing P.

drical chamber p and P 29 plungers which are longitudinally movable insaid chamber. The walls of chamber p are represented as integral withhousing P. p" represents an inlet to chamber 22 and the receiving end ofsaid inlet is in communication with the train pipe of the air brakesystem of the train. P 317 respectively representoutlets from chamber19. In Fi g. 6 outlet P is illustrated as in communication with'the bellactuating device ll, by way of pipe or conduit and the outlet p as incon'nnunication with signal W, by means of pipe or conduit ll, VFrepresents a bell, sounding whereof is controlled by actuating devicell. P" represents a 'manually operable valve, the movable plug uhere-ol:is provided with the passage way 79 Valve P is illustrated in Fig. 7with said passageway p in axial. line withpassage way 12-, and isindicated by broken lines in said figure in position so that said plug;does not obstruct said passage way. P 39 respectively represent airretaining piston cups on plunger P said cups being separated by ring P,and held rigidly in place by nut p P P respectively represent glands orstuffing boxes to plungers P", 22 to prevent the flow of air fromchamber 79 while permitting said plungers to move longitudinally.Plunger P is provided with a longitudinally extending cylindricalchamber, 79 in which the piston P is placed, and is longitudinallymovable. P". 7), represent laterally extending passage ways whichcommunicate with chambers 72 annular flange" on piston 29 which isadapted to engage said shoulder and prevent said piston, being forcedout of chamber 2 in case of removal or breaking of shoe N.

Q, Fig. 6, represents a. lever which is mounted on shaft 9. Q representsa head or flattened end of shaft 9, positioned in recess 9 on the end ofthe plug of valve P, (see Fig. 7). 9 represents a slot in lever Q, and Qa bolt in said slot. Bolt Q is secured in arm Q5, which is mounted onplunger P to make a rigid joining, (Fig. 8). By this arrangement theupward movement of the plunger turns lever Q and shaft 1, and in casethe plug of valve P is manually turned to obstruct passage way p", saidshaft (q) turns said plug to make said passage way continuous.

The arm Q is provided with recesses or notches g, which are wellrepresented in Fig. 6. Q} represents a shoulder on the upper end ofplunger P which is formed by the head of arm Q being of greater diameterthan said plunger. R, 1", respectively represent pawls which arepivotally mounted on pins R 1*, and R o represent links which arepivotally connected to said pawls, respectively. B represents apermanent magnet, which is rigidly mounted on frame 7 and said frame ispivotally mounted on pin or bolt R R represents a standard on frame Oneend of each of the links R 1 is attached to standard R by pivot or pin7-. By this arrangement the swinging of frame 1' on pivot R", movespawls R, r, on their respective pivots R r so that the engageable endsof said pawls, one or the other thereof, is in the path of movement ofthe head of arm Q and engageable in the recesses g g one or the otherthereof, depending on whether said movements of said pawls to the leftor to the right, as viewed in Fig. 6. The frame 1' is pivoted on frameS1 by the recited pin or pivot R (see Fi 6).

g, Figs. 2, 3, 5 and 6, represents an electromagnet, S the pole piecethereof, and S the frame on which the electromagnet (and frame 1 aremounted.

B being a permanent magnet and mounted to form a polarized armature toelectromagnet S, the flow of electric energy in one direction throughthe coil of said magnet, magnetizes said pole piece to attract one andto repel the other of the ends of said armature, turning said armatureand frame (1' on pivot R", say into the position illustrated in fulllines in Fig. 6, and when said flow is in the opposite direction itoppositely magnetizes said pole piece, to attract and repel said magnetoppositely, moving it and frame r in the opposite direction. The turningof frame a as recited, turns pawls R, 1, on their pivots R r? asdescribed.

The movement of arm Q an upward direction, (by the upward movement ofplunger P when shoe contacts with the ascending section of a ramp (D)),forces pawls R, r, back, (on their pivots) into a neutral position, thatis, into a position where neither of said pawls is in the path ofmovement of arm Q to be engageable with the recesses 9 g, and saidforcing of said pawls into said neutral position turns frame 1 on itspivot R so that the permanentmagnet, or polarized armature, R is inneutral position; and to retain said polarized armature in said neutralposition, so long as the electromagnet S is not energized, I provide theneutral armature T, pivotally mounted on t, and having projection ornose T which is adapted to engage with recess t, in frame a (see Fig.4). When electromagnet S is not energized, armature T will turn, bygravity, on its pivot 25, so that end or nose T is in recess t therebylocking and holding said frame and magnet R together with pawls R, 1",locked in neutral position. The foregoing is to prevent the jarring ofsaid pawls R, 1*, into engage-able position with the recesses in arm Qwhen danger signal is required, (no current flowing at said time ineither direction through the coils of electromagnet S).

When electromagnet S is not energized the pole piece S thereof is anarmature which is attracted by either pole or end of magnet R and itfollows that said permanent 'n'iagnet having been attracted and turned,together with frame 1 on pivot R to a given position, as before recited,said pole S tends to hold said permanent magnet in said position, untilsaid permanent magnet is mechanically forced into neutral position byplunger P as described. It also occurs that in case of movement of thepermanent magnet in a given direction. initiated by the energizing ofthe electromagnet S, said movement will be continued by the mutualattraction of said pole piece S and the end of the permanent magnetwhich is nearest thereto, without regard to the continuity of saidenergizing of the electromagnet.

The last recited action between the pole piece S and the ends or polesof the permanent magnet produces certainty of proper: operation of theapparatus, in case of an intermittent electric contact of the shoe N onthe descending side of a ramp.

To enable the engineer or other person in charge thereof to put theapparatus in inoperable condition, when on an engine or tender, the hubof arm Q previously re ferred to as of greater diameter than is theportion of plunger P which is adjacent thereto, the member U is mountedon pivot u, so that by pulling bolt U said member U may be forcedagainst the plunger and, said plunger being manually raised, said membermay be forced underneath said shoulder, or flange (Qfi). When theplunger P is thussecured in said raised position the cup p is above theoutlet P and chamber p is sealed.

- positionthe engine maybe used in the yard and on the road preciselyas'if the apparatus were not attached thereon, it being elevatedso highthat the shoe N in going over a'ramp will not raise or otherwise affecsaid plunger, or the apparatus.

Vhen .two or more engines are: coupled together, or one is to be used asa pusher,

or for yard worlnand it is desiredto cut the apparatus out of service,the plunger P is moved upward, as recited, and locked in this positioncup 19 cuts off, or obstructs, communication from lnletry) and outlets Pp, and the cup P on piston p registers below the lower one of outlets orpassage ways 79; but this position ofsaid cup P is immaterial,because'of said obstruction by cup 79 between the inlet p and outlets 79,2).

hen the apparatus is in operable. condition and the plunger P is in itsnormal or clear? position, the shoe N- will engage the ascendingsection, (d) of a ramp and raise plunger 29 before said last namedplunger engages plunger P to raise t.

This arrangement is designed to prevent excessive shocks between theapparatus and the ramp rail. The upward movement of the plunger movesarm upward and turns lever Q, and shaft 9, by means of bolt Q in recess9' and said upwardmovement of arm Qfi, (see Fig. 6), mechanically forcespawls R, r, back to neutral positions, and said movement of said pawlsis transmitted, by links R 1, to frame T and polarized armature R (whichis mounted on said frame), thereby turning said polarized armature to.neutral. position. The several last recited members are held in saidneutral positions by noseor abutment T of neutral armature T, falling,by gravity, into recess t of frame J and there'remaining so long aselectromagnct S is not energized.

Upon continued upward" movement of plunger P the air retainer P passesinlet 71'" allowing train line air to flow from said inlet into andthrough-chamber p (around spacingcollar P and throughconduit or outlet Pand conduit W to actuate the bell ringer and warn the engineerthat aramp (D) is being passed. At this time the air'retainer: or cup '79prevents "air flowing into the outlet p.

In the last recited upward movement of the plunger as air retainer P pases the Vith the plunger in the last described r the plunger downward,with the added' inlet 9 air at train line pressure is trapped 1nchamberp between said cup and gland 1 adjacent thereto, and said'trapped airis.

compressed at the time shoe N is on the apex of the ramp, and as saidshoe passes said apex said all" under'said pressure forces pressure ofsaid compression to the train pipepressure, ensuring good electricalcontact between said shoe and said descending section, upon theirinitial contact.

Should said descend ng SB/(3111011 of the rampbe energized the core S ofelectromagnet S is energized,-and the neutral armature T is attractedthereby, unloclnng frame 1, by removingthe'noseT? of Sitld armature fromrecess 19, and at the same time the polarized armature R is moved to theright or to the left, correspondingly to the direction of the flow ofelectricity through the coil of; said electromagnet;

the pa'wls R, '2", arecorrespondingly moved,

When the indication transmitted is clear the direction of flow ofcurrent from the road side battery through the coil of the, polarizedelectromagnet 'S will turn frame w and polarized armature R in a counterclockwise direction, as illustrated in Fig. 6. This pulls pawl B intoengagement with notch g on arm Qj, thereby arresting the downwardmovement of the plunger. The retaining cup P is now in position to cutoff communication between chamber 79 and the outlets. 19 p therebypreventing a flowof air from the train line. u r 7 When the indicationtransmitted is caution the direction of flow of current from the roadside batteries through the coil of'electromagnet S will turnthe frame rand polarized armature R in a clockwise direction. This pulls pawl 0into engagement with notch flfthereby arresting the downward'movement ofthe plunger. hile the plunger is in this position the cup P is belowoutlet P ,:thereby establisln ing communication between inlet 79 and'way of conduit 1V which gives *a continuous caution indication untilthe next ramp is reached.

The quantity of air flowing from port P y to actuate signal W2 is notsutlicient to bleed the train line through port 9 to causean applicationof the brake.

hen the indication transmitted is danger the circuit of the road sidebatteries, through the coils of electromagnet S is opened by'the roadside control apparatus,

The descending section of the ramp will not be energized, and the lock T25, will remain in engagement, the armature and the pawls will thereforeremain locked in neutral position as the shoe moves oil the ramp, andthe plunger will move to its downward limit of travel. The air retainerP is now below outlet 0*, thereby establishing communication between thetrain line and the atmosphere, through chamber p outlet p and passageway W and audible signal Vi, and said signal is sounded. It also causesan automatic application of the brakes, suflicient to bring the train toa stop.

After the train has been brought to a stop the engineer can, bydismounting from the cab, apply a wrench to and manually close the valveP. This will prevent further escape of train line air to the atmosphere.The train can then make a permissive movement through the danger block;but the caution signal is continuously sounding to give warning. Whenthe next ramp is reached the valve P is automatically opened, on theupward movement of the plunger as the shoe ascends the ramp, by theflattened Q engaging lugs g 9 (see Fig. 7). The valve will remain inthis open position until it is again manually closed, as last abovedescribed.

I claim;

1. In a train control apparatus, a cylindrical chamber provided with aninlet and with a plurality of outlets, in combination with a pluralityof audible signals, and passage ways communicating with said outlets andsaid signals, a valve interposed in one of said passage ways, said valvemanually operable to obstruct said passage way, and a plungerlongitudinally movable in said cylindrical chamber and arranged toobstruct said outlets and movable to selectively establish communicationbetween said inlet and said outlets.

2. In a car carried apparatus, a cylindrical chamber provided with aninlet and with a plurality of outlets, in combination with a plunger,also provided with a cylindrical chamber, a longitudinally movablepiston in said last chamber, means to retain said piston in saidchamber, said retaining means comprising a member co-actuable with saidplunger and a road side installation.

5. In a car carried apparatus, a cylindrical chamber provided with aninlet and with a plurality of outlets, in combination with a plungeralso provided with a cylindrical chamber, a passage way commnicatingwith said chambers, a longitudinally movable piston in said plungerchamber, means to retain said piston in said chamber, said retainingmeans comprising a member co-actuable with a road side installatlon tomove said plunger in a determined direction, an air retainer positionedon said piston arranged to control communication between said plungerand one of said outlets, and a road side installation.

4:. In a car carried apparatus, a cylindrical chamber provided with aninlet and with outlets, a plunger longitudinally movable in saidchamber, a plurality of air retainers mounted on said plunger in spacedrelation, the upper one of said air retainers arranged to establishcommunication between said inlet and one of said outlets when saidpiunger is raised a determined distance, and simultaneously obstructcommunication between said inlet and the other of said outlets, and whensaid plunger is raised an additional distance to obstruct communicationbetween said inlet and both said outlets, and when said plunger israised an additional distance, the lower one of said retainers arrangedto obstruct communication between said inlet and both said outlets, andthe upper one of said retainers arrangedto trap air in said cylindricalchamber and apply additional pressure thereto on the continued raisingof said plunger.

5. In a car carried apparatus, a cylindrical chamber provided with aninlet and with a plurality of outlets, a plunger longitudinally movablein said chamber, air retainers on said plunger in spaced relation, theupper one of said air retainers arranged to control the establishment ofcommunication, on the downward movement of said plunger, between saidinlet and both said outlets, and said retainers arranged to successivelycontrol the establishment of said communication, on the upward movementof said plunger, in combination with electroresponsive means toselectively arrest said plunger on said downward movement, andmechanically retain said plunger 1n said selected position.

6. In a car carried apparatus, a cylindrical chamber provided with aninlet and with a plurality of outlets, a plunger longitudinally movablin said chamber, means to lock said plunger in an inoperable position,in combination with a plurality of air retainers on said plungerarranged in spaced relation, the lower one of said retainers disposed toobstruct communication between the inlet and said outlets when saidplunger is locked in said inoperable position, and theupper one arrangedto trap air in said chamber when said plunger is in inoperable position.

-7. In a car carried apparatus, an electromagnet, a polarized armatureresponsive to said magnet, said magnet arranged to be normallytie-energized, a movable plunger, an arm rigidly mounted on said plungerand provided with ahead provided with recesses, and pawls, incombination with a pivoted "frame on which said polarized armature ismounted, and links joining said pawls and said frame, said frameprovided. with a recess and said electromagnet provided with a neutralarmature arranged to co-act with said recess, to lock said frame in adetermined and neutral position when said magnet is de-energized, uponsaid head on said arm forcing said pawls and frame into inoperable andneutral position.

8. In a car carried apparatus, a pivotally mounted lever, a plunger, anarm rigidly mounted on said plunger, recesses in said arm, and aconnection between said arm and said lever, in combination with movablepawls, links pivotally mounted on said pawls, a pivotally mounted frame,said links also pivotally joined to said frame, an electromagnet and apolarized armature to said magnet, said armature mounted on said frame,all arranged to control the position of said pawls by the electricalcondition of said magnet.

9. In a car carried apparatus, a pivotally mounted lever, a plunger, anarm rigidly mounted on said plunger, a head on said arm and recesses onsaid head and a connection betweensaid lever and said head, and amovably mounted frame, in combination with movably mounted pawls, linksconnecting said pawls and said frame, an electromagnet, and a polarizedarmature to said magnet mounted on said frame, all arranged to controlthe position of said pawls by the electrical condition of said magnet,said head forming. mechanical means tov move said pawls and polarizedarmature to neutral positions, means t lock said polarized armature inneutral position, and a neutral armature to said magnet, said neutralarmature arranged to control said locking means.

10. A movably mounted arm having a head provided with recesses, on thefree end thereof, a movably mounted plunger and a connection betweensaid plunger and said arm, in combination with pawls arranged to beselectively engageable with said recesses, an electromagnet, a polarizedarmature to said magnet arranged to con trol said pawls,sa-id free endof said arm arranged to mechanically force said pawls from saidengagement, and electroresponsive means, arranged to co-act with saidmagnet, to lock said polarized armature in neutral position when saidmagnet is not energized.

11. In a train control system, road side members alongside of a trackway at spaced intervals, a car carried apparatus comprising a chamberprovided with an inlet and with an outlet, a plunger movably mounted insaid chamber, an air retainer mounted on said plunger, means adapted toco-act with said road side members to. move said plunger in a determineddirection, and said plunger adapted to be manually additionally moved insaid direction, in combination withmarr ually operable means to retainsaid plunger in said additionally moved position, said air retainerarranged to obstruct communication between said inlet and said outletswhen said plunger is retained in said last named position.

12. In a train control system, road side members at spaced intervalsalong a track way, in combination with a car carried apparatus having amovable member, a plurality of locking members arranged to selectivelyco-act with said movable member, means arranged to co-act with said roadside members to move said locking members in neutral position, anelectromagnet, a neutral armature and a polarized armature, a connectionbetween said polarized armature and said locking members, means to locksaid polarized armature in a neutral position, and a connection betweensaid neutral armature and said means to lock said polarized armature insaid neutral position.

13.. In a train control system, road side members installed at spacedintervals alongside a traclrway, in combination with a car carriedapparatus comprising a movable member, a. plurality of locking membersarranged to ce-act with said movable member, means comprising saidmovable member arranged to co-act with said road side members to movesaid locking members into neutral position, an electromagnet, a movablymounted member controlled by said magnet, a connection between saidmovably mounted member and said locking members, and means controlled bysaid magnet to lock said movably mounted member in neutral position. i

14. In a train control system, roadside members at spaced intervalsalong a track way, a car carried apparatus. comprising a plunger, amember arranged to co-act with said roadside members to move saidplunger in a determined direction, an arm rigidly mounted on saidplunger, a plurality of locking members, said arm arranged to move saidlocking members to neutral position on said movement of said plunger, amovably mounted armature having permanent pole pieces of oppositepolarity, a connection between said armature and said locking members,means to. lock said arma ture in neutral aosition, and a neutralarmature .arranget to control said locking means, all combined as setforth.

15.. In a train control system, roadside installations at spacedintervals along a trackway, in combination with a car carried apparatuscomprising a chamber, a plurality of passage ways at spaced intervals insaid chamber, one of said: passage ways in communication with the airbrake system of the train and the other of said passage Wayscommunicating with signal control devices, a plunger movably mounted insaid chamber, a plurality of air retaining means on said plunger adaptedto control communication between said passage ways and said chamber andto trap air in said chamber and simultaneously obstruct communicationbetween said inlet and said outlet passage Ways, and a plurality oflocking members, and electroresponsive members arranged to co-act and toselectively arrest movement of said plunger in a determined direction.

16. In a train control apparatus, a movably mounted plunger, meanswhereby the position of said plunger controls the giving and selectionof signal indications, in combination with a plurality of mechanicallocks adapted to arrest said plunger in a selected position andmagnetically controlled means to mechanically maintain said mechanicallocks in inoperable position.

17. In a train control system, roadside members at spaced intervalsalong a track way, a movably mounted plunger, means whereby the positionof said plunger controls the giving and selection of signal indications,in combination with a plurality of mechanical locks adapted to arrestsaid plunger in a selected position and to maintain said plunger in saidselected position between road side members.

18. In a train control system, roadside members at spaced intervalsalong a track way, a movably mounted plunger, means whereby the positionof said plunger controls the giving and selection of signal indications,electromechanical means to arrest said plunger in a selected position,said road side members arranged to co-act with said plunger to move saidelectromechanical means to an inoperative position and magneticallycontrolled means to mechanically maintain said electromechanical meansin an inoperable position, all combined as set forth.

19. In a train control system, roadside members at spaced intervalsalong a track way, car carried apparatus comprising a movably mountedplunger, means whereby the position of said plunger controls the givingand selection of one of a plurality of signal indications,electromechanical means to arrest said plunger in a selected position,said road side members arranged to co-act with said plunger to move saidelectromechanical means to inoperative positions, in combination withelectroresponsive means to lock said electromechanical means in saidinoperative positions.

20. In a train control system, a car carried apparatus comprising achamber provided with an inlet and a plurality of outlet passage ways, aplunger movably mounted in said chamber, said plunger provided with airretaining means adapted to control communication between said passageways, in combination with an electroresponsive device comprising amovably mounted member connected to a plurality of mechanical locks,said movably mounted member adapted to respond to the direction of flowof an electric current, and said mechanical locks arranged toselectively arrest movement of said plun er in one direction, and a roadside member arranged to co-act with said plunger to mechanically movesaid locks to a neutral position and magnetically controlled means tomechanically lock said electromechanical means in said neutral position.

21. In a train control system, a movably mounted plunger, signalindications, means whereby the position of said plunger controls asignal indication, electromechanical means operable to arrest andmaintain said plunger in a selected position, in combination with roadside members at spaced intervals along a track way arranged to co-actwith said plunger to move said electromechanical means to inoperativepositions and magnetically controlled means to mechanically lock saidelectromechanical means in said inoperative position.

22. In a train control apparatus, an electromagnet in combination with apermanent magnet, one thereof movably mounted, magnetically responsivemeans to mechanically lock said movable magnet in a neutral position thepole of said electromagnet arranged to selectively attract and repel, bythe direction of flow of electrical energy through the coil thereof, thepoles of said permanent magnet, and said poles arranged, said coil beingde-energized, so that the pole piece of said electromagnet is attractedby the pole of the permanent magnet which is nearest thereto.

ANDREW J. BROOKINS.

